Method of and apparatus for manufacturing pneumatic tires



E. F. MAAS Aug. 11,1931.

' METHGD OF AND APPARATUS FOR MANUFACTURING PNEUMATIC TIRES Filed June 28. 192

16 Sheets- Sheet 1 INVENTOR ids/Emu,

4.0m non BY ATTO EY E. F. MAAS Aug. 11,1931.

METHOD OF AND APPARATUS FOR MANUFACTURING PNEUMATIC TIRES Filed June 28, 1929 16 Sheets-Sheet Z'lmZZQZE ATTO EY E. F. MAAS 1,818,955

METHOD OF AND APPARATUS FOR MANUFACTURING PNEUMATIC DIRES Aug. 11, 1931.

Filed June 28, 1929 16 SheetsShe et 4 A g- 11, 1931- E. F. MAAS 1,818,955

METHOD OF ANDAPPABATUS FOR MANUFACTURING PNEUMATIC TIRES Filed June 28, 1929 l6 Sheets-Sheet 5 INVENTOR Au .11,,1931; I ,E F,MAAS 1,818,955

METHOD OF Am) APPARATUS FOR MANUFACTURING PNEUMATIC TIRES Filed June 28, 1929 1e She'ts-Sheet 6 6.65 0 157 1 I as ATTORNE E. F. .MAAS

METHOD OF AND APPARATUS FOR MANUFACTURING PNEUMATIC TIRES Filed June 28, 1929 16 Sheets-Sheet 7 Z a2 9 5 13m gas Aug. 11, 1931 E. F. MAAS 1,818,955

METHOD OF AND APPARATUS FOR MANUFACTURING PNEUMATIC TIRES Filed June 28, 1929 16 Sheets-Sheet 8 Aug. 11, 1931. E. F. MAAS .8 8. 55

METHOD OF AND APPARATUS FOR MANUFACTURING PNEUMATIC- TIRES Filed June 28,-1929 16Sheets-Sheet 9 gwwmlov attozmq Aug. 11, 1931. E.'F. MAAS 1,813,955

METHOD OF AND APPARATUS FOR MANUFACTURING PNEUMATIC TIRES Filed June 2 1929 16,.Sheets-Sheet 10' as? MA 6? 3 3 39, m ass 3,55 359 5 362 395 5 w: 5% as E as INVENTOR ass as flodfflaw an 4 ATTORNE I E. F-. MAAS 1,818,955

METHOD AND APPARATUS FOR MANUFACTURING PNEUMATIC TIRES Aug. 11, 1931.

Filed June 28, 1929 l6, Sheets-Sheet ll INVENTOR ZYOQZIZIOO 8.

ATTOR Aug. 11, 1931. E. F. MAAS 1,818,955-

METHOD OF AND APPARATUS FOR MANUFACTURING PNEUMATIC TIRES Filed June 28, 1929 16 Sheets-Sheet 12 INVENTOR fled 227m.

BY ATTOR Y E. F. MAAS Aug. 11, 1931.

METHOD OF AND APPARATUS FOR MANUFACTURING PNEUMATIC TIRES l6 Sheets-Sheet 15 Filed June 28. 1929 gwve'ntq'z 2 2001; am.

Elliiozweq Aug. 11, 1931. E. F. MAAS 1,818,955

METHOD OF AND APPARATUS FOR MANUFACTURING PNEUMATIC TIRES 7 Filed June 28, 1929 16 Sheets-Sheet 14 578 INVENTOR AK-Q5265 Aug. 11,1931. E, F. M'AAS 1,818,955

METHOD OF AND APPARATUS FOR MANUFACTURING PNEUMATIC TIRES Filed June 28. 1929 IQSheets-Sheet 15 INVENTOR Elo/I'Haadt BY M ATTOR IE E. F. MAAS 1,818,955

METHOD OF AND APPARATUS .FOR MANUFACTURING PNEUMATIC TIRES Aug. 11, 1931.

Filed June 28. 1929 16 Sheets-Sheet 16 zlwventop awzww.

Patented Aug. 11, 1931 mt eff-Ares Plight? errata 1 ,nnov r. MAAs, or AKRON, oHI 'ASsIGN R ro 'rHEi'eoonYEAn TIRE & 'nUB Encom-f PANY, QF AKRON, OHIO, A CORPORATION OF OHIO METHOD or AND APPARATUs non MANUFACTURING PNEUMATIC TIRES v Application filed June 28,

Another object of theinvention is to pro-v vide a novel mechanism for translating pneumatic tire cores from one fabricating station to another.

vAnotherobject of the invention is to provide a novel tire core that may be readily attached and detached from various fabricating mechanisms.

A- further object of the invention is to proecvide certain novel structures whereby the various operations performed upon pneumatic tires during the course of fabrication are facilitated.

One method of fabricating pneumatic tires 25. consists in stitching together the various plies of which the tires are composed upon a re-' ,volving mandrel or core that is permanently secured to a tire building machine. This method is objectionable because all of the so operations essential to the fabrication of the tires must be performed upon a single ma chine and by a single operator. Since a considerable number of different operationsare performed upon each tire during the'course of construction, it is necessary to have a relatively large number of specialized tools and mechanisms associated as elements of the machine; for example, each machine must be equipped with devices for applyingthefab ric, the beads, the breaker strips, and treads of tires. Such machines are relatively complicated and, moreover, many of the associated elements thereof'must stand idle while certain operations are being performed by means of the other elements. Also, each operator is required to perform manyopera tions upon a tire. Much time is lost in changing from one mechanism to another and, furthermore, since each operator must be familiar with all-of the steps; performed in 1929. Serial No. 374,487;

the assembly of the tires, it takes a relatively various operations upon the tire are ar-V ranged inatrain or series and connecting means is provided for translat ng thecores from one devlce to the next.

For a better understanding ofthe invention,- reference may now be had to the accoma panying drawings, forming a part of the specification, of which: 1

Figure l is a fragmentary assembly View of one portion of the machine involving the invention; T f r Figure 2 is a fragmentary plan view of another portion comprising a continuation of the machine shown in Figure 1; V

Figures 3 and. 4 are fragmentary elevational views, on .a larger scale, illustrating. certain of the tire fabricating units employed in the invention; I

Figure 5 is a cross-sectional view of a collapsible tire building chuck and core;

Figure 6 is a fragmentary detail View, on a larger scale, of certain portions of the chuck shown in F igure' 5; v

Figure 7 is a cross-sectional view, on a larger scale, taken substantially along the line VIIVII of Figure 5 FigureSis an elevational assembly view of a unit equipped with means for centering and rotatingtire chucks; r

Figure 9 is anassembly view, partially inelevation and partially in cross-section, of aunit for applying fabric bands to tire cores; Figure lO is across-sectional view, taken substantially along the line X'X of F igure9;--

,7 Figure 11 is an assembly view, partially in cross-section and partially in elevation, of a unit for splicingtheends of tire bands;

Figure 'l2is a fragmentaryplan View of stop devices employed in connection with the trackway; r

Figure 13. is a fragmentary. elevational view of the mechanismshown in Figure 12;

40;! clutch employed for controlling the opera- =substant-ial1yalong the line XXVIXXVI Figure 1 1 is a cross-sectional View, taken substantially along the line XIVXIV of Figure 13; 1

Figure 15 is a view partially in cross-section, of a stiteher unit for stitching plies to the cores;

Figure 16 is a detail view, partially in elevation and partially in cross-section, of the stitcher elements employed in connection with the unit shown in Figure 15;

Figure 17 is a detail View, showing the location of certain of the other stitcher elements employed in connection with the stitcher unit;

Figure 18 is a cross-sectonal view of a stitcher device employed for engaging the central portion of a tire carcass;

Figure 19 is a cross-sectional view of one of the stitcher devices employed for stitching gmthose portions of a tire carcass adjacent the peripheral center line thereof;

Figure 20 is a View, partially in elevation and partially in crosssection, of a stitcher unit employed for stitching upon the side portions of a tire carcass;

Figure 21 is a view, partially in elevation and partially in crosssection, of an elevator mechanism employed for'raising tire chucks from the lower end of one section of trackway to the upper end of the succeeding section;

Figure 22 is a cross-sectional view, taken substantially along the line XXII-QQXH of Figure 21;

Figure 23 is a conventional diagram of the electrical circuitemployed to control the operation of the elevator mechanism;

Figure 24 is a cross-sectional view showing in detail the construction of a one-way tion of the elevator;

Figure 25 is an elevational view of a mechanism for applying beads to tire cores;

Figure 26. is a cross-sectional view, taken of Figure 25;

Figure 27 is a detail plan view of a breaker strip applying device;

Figure 28 is a view, partially in elevation and partially in cross-section, of a device for trimming excess material from the beads of tire carcasses;

Figure 29 is a fragmentary cross-sectional view, taken substantially along the line XXIXXXIX of Figure 28;

' Figure 30 is'a detail view, partially in elevation and partially in cross-section, ofa device for applying chafing strips to tire oarcasses;

Figure 31 is a fragmentary elevational view of a device for applying tread units to tire carcasses;

Figure 32 is an elevational view of a tire chuck collapsing mechanism; and

' Figure 33 is a cross-sectional view, on a larger scale, disclosing the actuating mechanism employed in connection with the device disclosed in Figure 32.

In practicing the invention, a series of pedestals 34 of graduated heights disclosed in Figs. 3 and 4 are arranged to support sloping parallel trackways 36 and 37. In order to form an endless track system, the ends of the trackways 36 and 37 are connected by .curved parallel rails 41 and 12, respectively,

shaft 52, adapted to roll upon the rail 36 and has an annular shoulder 53 formed thereon adapted to roll upon the curved rails 42. The inner end of the spindle is attached to a hub portion-54, registering with a second hub portion 55, that has a chamber 56 formed therein. The hub portions 54. and 55 are formed with complementary grooves 57 which form guide openings for t ie reception of outwardly projecting racks 58, 60 and 61, the alternate ones of which project in opposite directions. The outer ends of the racks are bolted to toroidal core sections 62 of conventional design.

In order to limit the movement of the racks within the chuck portions 54 and 55, slots 63 are formed adjacent the inner ends of the bars, said slots being engaged by. pins 641 disposed transversely within the guide slots 57. One pair ofracks (58 60) engage an operating gear 65 that is keyed to a shaft 66, rotatably mounted within a tubular sleeve 67. The latter is, in turn, rotatably mounted within a hollow shaft 68, formed integrally with chuck portion 55 and in axial alignment with shaft 52. Thesleeve67' is provided upon its inner end with a gear 69, similar to the gear 65, which operatively engages the rack bars 59 and 61.

As shown in Figure 7, the .outer ends of the hollow shaft 68, the tubular sleeve 67 and.

the shaft 66 are formed, respectively, with clutch teeth 75, 7 6 and 7 7, which serve to connect the core to driving spindles in certain of the mechanisms to be described later.

In transporting a. chuek along the trackway, the shaft 52 and a hollow shaft 68 are placed upon the parallel rails 36 and 37, and the cores are permitted to roll by gravity therealong. When the cores are passing around the curved'end portions ofthe trackways, the shoulder portion 53 of the shaft 52 engages the outer rail of the trackway, thus causing the chuck to tend to roll in an arcuate path coinciding with the curve of the trackways. a l

As bestshown in Figures 1, 2 and 8, a device 79 is provided for'centering and rotating tir'eichucks while a coat of cement is applied This device includesa frame 81, to

thereto. which is secured a platform portion 82, upon which is mounted a driving mechanism 83 including a motor 84. The latter is provided with a spindle 85, upon which is mounted a gear 86 that engages a gear 87 rigidly secured to a sleeve 88 rotatably mounted upon a shaft 89. .One end of the shaft is secured in an opening formed in an upright member 91 upon the platform 82, and the other end is secured in an opening formed in a side portion 92 of the frame 81. A gear 94 upon the sleeve engages a bull gear 95, which is slidably splined to a shaft 96. The latter is slidably'and rotatably mounted in bearings 97 and 98 that are secured respectively upon the upper'portion of the member 91 and upon a flange 99 upon the upperedge of the member 92.

In order to reciprocate the shaft 96 longitudinally in the bearings 97 and 98, the outer end thereof is provided with apiston head 100, slidably mounted within a fluid confining cylinder 101. The latter issupported upon a projecting platform 102, secured upon the upright member 91. Actuating fluid, such as compressed air, is admitted to the ends of the cylinder by means of conduits 105 and 106, which lead to a multi-passage valve 107 that controls the flow of the compressed fluid from a fluid main (not shown). The end of the shaft opposite the cylinder 101 is provided with aclutch 108 that engages the corresponding clutch portion of the hollow shaft 68 of the tire fabricating core 49. In order to bring the clutch portion 75 of the chuck spindle into alignment with the clutch portion 108, an elevating and centerlng mechanism 109 is provided. This portion-of the device includes frames 111', dis posed adjacent to and in alignment with the driving mechanism 79, and which form supports for the adjacent portions of, the rails 41 and 42. inner faces of the frames 111, receive piston heads 115 that actuate the elevator mechanism. The latter comprises piston rods 116 secured to the pistons 1.15 and extending upwardly through stuiling boxes 117 upon the upper ends ofthe cylinders. The upper eX- tremities of the rods are attached to slides 118 mounted between guides 119. secured upon the inner sides of the frames 111. The upper ends of the slides 118- are provided with journal brackets 120 rotatably supporting pairs of rollers 121 that engage the shafts 52 and 68 of the tire building core. 7 p

In the operation of the mechanism shown in Figure 8, a tire chuck is permitted to Cylinders 112, secured to the cylinder:101, the shaft 96 is shifted forwardly f to cause the clutch 108 to engage the clutch teeth 75' upon the shaft 68. By energizing the motor 84,- rotational motion is imparted to the chuck 49. I

As shown in Figures 9 and 10, a unit 122, generally similar in construction to the unit 79, the corresponding elements of which are correspondingly numbered, is provided with mechanism for applying fabric bands to the tire cores 62. Thismechanism comprises a guide 125, secured upon a cross bar 126, attached to the edges of the. frames 111. A movable feed roller 127, disposed adjacent the inner end of the guideway, is journalled within bearing slides 128 which are mounted between horizontally disposed guides 129, attached to the frames 111. The slides 128 are connected by a cross rod 131, attached at its mid portion to a piston rod 132, which is rigidly secured to a piston head 133, slidably mounted within a cylinder 135 which is attached to a portion of the frame 81. Tension is applied to the fabric 136 as it is fed for wardly by m'eansof a-roller 187, so disposed in bearings formed in the frames 111 as to contact with the roller 127 when the latter is in its forward position. 7 I

Thefabric 136 is stitched to the tire carcass by means of a mechanism comprising a cross bar 138, which is secured to the frames 111. :A bracket 139 is attached to the cross. bar and has 'pivotally secured to the upper end thereof an arm 141 that supports upon its free end a stitcher roller 142 that engages the core 62. The'roller is raised or lowered to bringit into contact with the tire carcass by means of a cross bar 143 attached to inwardly projecting brackets 144 upon the vertically operable slides 118. The bar is connected to the arm 141 by means of abolt 148, slidably mounted within an opening formed in the arm 141. In order to maintain the arm 141 yieldably in an elevated position, a coil. spring 149 is disposed upon the bolt 148 and rests at one end upon the bar 143 and at the other end engages the lowerside of the arm 141.

In operating the band applying unit a tire chuck 49 is permitted to roll along the tracks 36 and 37 until the shafts 52 and 68 are dis posed directly above the rollers 121. Compressed fluid is then admitted to the cylinders 112 to actuate the slides 118. This operation causes the rollers toascend and lift the chuck from the track. By opening the valve 107,

compressed fluid is admitted to the cylinder 101, thereby actuating the piston 100 and thrusting the shaft 96 forwardly to mesh the clutch member 108 with the correspond ing clutch portion 75 of the shaft 68.

By admitting compressed fluid to the cylinder 135, the piston rod 132 is actuated rearwardly to separate the rollers 127 and 137. Fabric may then be drawn forwardly along -the guide 125, directed between the rollers 127 and 137 and brought forward to position the ends thereof between the chuck 51 and the stiteher roller 142. Then the motor 84 is energized to rotate the chuck 49, thereby causing the fabric 136 to be drawn forwardly and stitched to the surface of the core 62 by means of the stitcher roller 142. The chucks are released by disengaging the clutch portions 108 and 75 and then permitting the slides 118 to descend thus depositing the shafts of the chucks upon the rails 36 and 37. As shown in Figures 1 and 11, the tire building machine is provided with a plurality of band splicing mechanisms 150, each comprising a pedestal or frame 155 having outwardly turned flanges 156 formed along the upper side edges thereof, upon which are mounted the rails 36' and 37 for supporting and guiding the traveling chucks 49.

A'piston rod 157, secured transversely of the pedestal 155, near the base thereof, has a piston head 158 secured at or near its mid portion, and a cylinder 159 is slidably mounted thereon. The rod 157 is bored to formfluid passages 160, that terminate in openings 161 within the cylinder 159. The outer extremities of the passages communicate with conduits 162 for supplying fluid under pressure. he ends of the cylinder 159 are provided with piston glands 163 and 164, that fit tightly about the rod 157 to prevent leakage of compressed fluid.

A bar 166, secured to the upper portion of the cylinder 159, has projecting rack portions 167 and 166 extending outwardly through openings 169 and 171, formed in the side walls of the pedestal 155. The lower face of the rack portion 167 and the upper face of the rack portion 168 respectively engage guide rollers 173 and 174, mounted upon shafts 176 and 177 which are journaled in brackets 175 secured to the sides of the base The toothed faces of the rack portions engage gears 181 which are keyed to shafts 182 which are also journaled in the brackets 175. The latter shafts are provided with sprocket gears 183, about which are trained sprocket chains 184, that extend upwardly about a second set of sprocket gears 189. These gears in turn are keyed to shafts 191, journaled in bearings formed in flanges 192 on the sides of the pedestal 155. Each shaft is provided with a gear 193, whiehprojects inwardly through an opening 194 formed in the side of the pedestal 155, and engages a vertically reciprocable rack 196. The latter members are secured to the mid portions of a pair of vertically reciprocable slides'197. Outwardly projecting flanges 198 are formed along the side edges of the slides and engage guideways 199 which are attached to the inner faces of the opposite side walls of the pedestal 155. The slides 197 have horizontal flanges 201 upon their upper edges, to which are attached upwardly extending journal brackets 202. These members, in turn, have integrally formed therewith bearing portions 203, within which are journaled outwardly extending shafts 204 of rollers 206, that center and support the ends of the shaft of the chucks 49.

In order to splice the ends of the bands which are cemented to the tire core, the splicing device is provided with upwardly extending members 207 having inwardly directed horizontal portions 208 upon their lower ends that are bolted to the lower side s of the flanges 156. The upper ends of the upright members 207 are formed with inwardly projecting horizontal portions 209, having bearings formed therein for pivot pins 211. Arms 212, having oppositely projecting end portions 213 and 214, are pivotally secured upon the latter members. The lower portions 213 are formed with inwardly directed end portions 215, to which are secured splicing plates 217, upon which the ends of a band 218 may rest while being spliced. The upper ends of the arms 214 are interconnected by means of toggle links 221, hingedly connected at 222 to a guide member 223. The latter extends upwardly through a guide opening formed in a horizontal arm 224 that constitutes a portion of an upwardly projecting standard 226, bolted to the upper end of one of the supports 207.

In the operation of one of the band splicing units, a core 49 having unspliced bands cemented thereto is permitted to travel along the trackways 36, 37, until it is disposed directly above the rollers 206, which it will be assumed are in their lowermost position. Fluid under pressure is then admitted to the cylinder 159 to operate the latter, and, in turn, to operate the gears 181 which transmit rotation to the shafts 191 through the medium of the sprocket chains 184 and the sprocket gears 189. Rotation of the shafts 191 causes the rack bars 196 to be actuated upwardly, thus lifting the traveling chucks from the tracks and supporting them upon the rollers 206 in a position adjacent the band splicing plates 217. The guide 223 is then manually raised in order to swing the plates 217 inwardly under laterally extending edge portions of the band 218. The ends of the bands are then brought together and manually stitched to one another upon the plates. Finally, fluid under compression is admitted 

